Compression ignition internal combustion engine



Dec. 1, 1936. D. TRElBER 2,062,951

COMPRESSION IGNITION INTERNAL COMBUSTION ENGINE Filed Aug. 8, 1954 2Sheets-She et 1 0.3 Trez'ber Dec. 1, 1936. o'. D. TREIBER COMPRESSIONIGNITION INTERNAL COMBUSTION ENGINE Filed Aug. 8, 1934 2 Sheets-Sheet 2Patented Dec. 1, 1936 UNITED STATES COIVIPRESSION IGNITION INTERNALCOMBUSTION ENGINE Otis D. Treibcr,

Canton,

Ohio, assignor to Hercules Motors Corporation, Canton, Ohio, a

corporation of Ohio Application August 8,

3 Claims.

My invention relates in general to internal combustion engines of thecompression ignition type and having preferably spherical injection,mixing, and combustion chambers of relatively 5 small volume, one foreach cylinder of the engine, the maximum cylinder volume beingrelatively large, and each cylinder and the associated preferablyspherical chamber being communicatinglyconnected with each other by apassageway.

My invention relates more particularly to compression ignition enginesof the foregoing general type and which include the improvements setforth in my prior U. S. Letters Patent No. 1,960,093, issued May 22,1934, in which is-disclosed and claimed 'a high speed, high compression,high power, compression ignition internal combustion engine in which thespherical chambers are located entirely at the side of the cylm inders,and in which the passageways open into the cylinders through the sidesthereof, and in which the normally upper surfaces of the passageways areflat laterally continuous extensions of preferably fiat lower faces ofthe cylinder head and are tangential with the spherical inner surfacesof the spherical or constant volume chambers, and which engine isfurther characterized by a sideward and upward injection of the liquidhydrocarbon fuel into the spherical chambers, each fuel spray having anorigin preferably at the crank shaft side of the associated passageway,and being directed sidewards and upwards towards the passageway and flatcylinder head inner face.

Engines including the improvements set forth in my said U. S. Patent No.1,960,093 are characterized by operating at relatively high speeds whichmay be from 2000 to 3000 R. P. M., and at relatively high mean indicatedpressures which may be as high as 160 pounds per square inch at 2000 R.P. M., and with a consequent relatively high power output, which isaccomplished at an economical rate of fuel consumption.

In such engines, it is desirable that the inner curved surfaces of theconstant volume chambers be spherical to the greatest possible extent,but

on 'the other hand in commercial production, dimculties are encounteredin attaining the desired maximum spherical inner surface area for 50 theconstant volume chambers, when the same are formed as set forth in saidU. S. Patent No. 1,960,093, by two members, one a normally lowerhemispherical shell and the other a nor mally upper member having acavity therein which includes spherical inner surface portions 1934,Serial No. 738,979 (Cl. 123-32) and passageway face portions, the twomembers registering with one another at abutting circular edges of theirrespective spherical inner surfaces.

Also when the constant volume chambers are formed by two members as setforth in my said U. S. Patent No. 1,960,093, it is relatively diflicultto commercially produce the membersso as to form thereby the constantvolume chamber end of the connecting passageway, when as ispref erablethe height of the connecting passageway is less than the radius of thespherical inner surface of the constant volume chamber.

From another'standpoint, when such engines are of certain sizes, and runat certain speeds, the operation of the engines is accompanied by aslightly objectionable knock or detonation.

The objects of the present invention, include the provision of acompression ignition internal combustion engine of the above set forthgeneral character, and more particularly of the type set forth in mysaid U. S. Patent No. 1,960,093, and in which the constant volumechambers are formed by parts adapted for relatively easy commercialproduction, and which form constant volume chambers having a maximuminternal spherical surface area, and the parts of each constant volumechamber fitting with one another and forming the constant volume chamberend of the connecting passeway with a height less than the radius of thespherical inner surface, and which are furthermore constructed andarranged so as to substantially eliminate knock or detonation in theoperation of the engine, without any substantial loss of power.

The foregoing and other objects are attained by the improvements,apparatus, parts, combinations, and sub-combinations which comprise Ythe present invention, and the nature ofwhich is set forth in thefollowin general statement and preferred embodiments of which, togetherwith their mode of use, are set forth in the following description, andwhich are particularly and distinctly pointed out and set forth in theappended claims forming part hereof.

The nature of the improvements of the present invention maybedescribedingeneral terms as including, in an internal combustion engineof the general type having one or more prefer ably spherical constantvolume chambers and of the more particular type thereof set forth in mysaid U. S. Letters Patent No. 1,960,093, a con struction and arrangementby which each constant volume chamber is formed by three registeringparts or members, one of which members bers is anintermediate ringmember registering with the shell and having an inner spherical surfaceor zone providing a continuation of the spherical inner surface of theshell, and the other member of which registers with the ring member andincludes inner spherical surface portions, a flat surface extendingtangentially from the spherical inner surface portions, and oppositeside surfaces converging with the sides ofthe flat tangential surfaceand with the spherical surface portion, the flat tangential surface, theopposite side surfaces, and an annular end face of the intermediate ringmember forming the constant volume chamber end of the connectingpassageway.

For minimizing and substantially eliminating ,knock and detonationwithout any substantial loss of power, the intermediate ring member isprovided with deflector means preferably a tongue or lip which extendsinto the passageway opening and whose inner surface is a continuation ofthe sphericalinner surface of the constant volume chamber, and thetongue or lip is adapted to intercept the conical fuel spray injectedthereagainst towards the passageway.

The area of the lip or tongue is relatively small as compared with thetotal area of the passageway, the passageway opening above and about thesides of the lip or tongue.

- The engine may include other improvements as illustrated in thedrawings and/or as hereinafter set forth.

By way of example, a compression ignition internal combustion engineembodying the improvements of my said U. S. Patent No. 1,960,093 and thepresent improvements thereof, is illustrated in the accompanyingdrawings forming part hereof, in which Figure 1 is a transversesectional view of the engine with portions broken away to illustratedetails of construction and arrangement, and in particular to illustratethe construction and arrangement of one of the varying volume chambersformed in the bore of one of the cylinders between its piston and thecylinder head, the adjacent constant volume chamber formed according tothe present improvements and the nozzle for injecting fuel therein, andthe passageway also formed in part according to the present improvementsand connecting the constant volume chamber with the varying volumechamber, and the piston of the engine is located in the cylinder at itstop dead center position just at the end of the compression stroke ofthe piston and with others of the engine parts shown in their relativepositions when the piston is at top dead center position and has cut-oifcommunication between the varying volume chamber of the cylinder and thepassageway leading to its constant volume chamber;

Fig. 2, an enlarged fragmentary view similar to Fig. 1, and in which thepiston is shown displaced from the cylinder head and from thepassageway, and may be considered to be traveling towards the cylinderhead on the compression stroke, and before commencing totraverse the endof the passageway terminating in the cylinder bore;

Fig. 3, a fragmentary vertical sectional view thereof as on line 3-3,Fig. 2-, for clearly illustrating the details of construction andarrange- -ment of the improved constant volume chamber;

' Fig. 4, a fragmentary horizontal sectional view thereof as on line4-4, Fig. 2, also for clearly illustrating the details of constructionand ar-. rangement of the improved constant volume chamber; 1

Fig. 5, a'detached perspective view illustratin the details ofconstruction of one of the preferred removable normally upper or topconstant volume chamber forming members;

Fig. 6, a detached perspective view illustrating one of the intermediateconstant volume chamber forming members or rings; and

Fig. '7, a detached perspective viewillustrating one of the preferrednormally lower hemispherical liner shells or constant volume formingmembers. F

Similar numerals refer to throughout the several views.

The illustrated compression ignition internal combustion engine isindicated generally at l and includes the improvements of my prior U. S.Patent No. 1,960,093 and the present improvements thereof.

The engine [0 is a six cylinder, four stroke cycle, single action, highspeed, compression ig nition internal combustion engine, in which theair for combustion is obtained normally directly from the atmosphere,and in which separate quantities or charges of the preferred liquidhydrocarbon fuel, such as Diesel 011, are successively injected into thecombustion chambers of the engine at successive timed intervals, onecharge being injected into the combustion chambers of similar parts eachcylinder during each four stroke cycle of the piston operatively mountedin the cylinder.

The engine i0, includes in combination with other parts of a high speedinternal combustion engine, a unitary casting C including a lower crankcase portion ii and an upper cylinder block portion l2, and front andback cylinder heads i3 are secured'at the upper end of the cylinderblock portion l2, each cylinder head acc'ommodating three cylinders, andone cylinder head l3 being shown in the drawings.

The cylinder block portion l2 includes therein walls forming thecylinders, one of which is illustrated in detail in the "drawings and isindicated at M, and each cylinder i4 as illustratedis preferably in theform of an externally shouldered sleeve which extends through and isseal seated in registering bores formed respectively in the normallyupper cylinder block portion wall l5 and the normallyv lower cylinderblock portion wall l6.

Each sleeve cylinder l4 has a bore 20, and in each cylinder bore 20, apiston 2| is operatively mounted for reciprocation in a usual manner'forhigh speed engines.

A crank shaft 23 is operatively mounted in a usual manner for high speedengines in main bearing blocks l 8 provided in the crank case portionI], and the crank haft 23 includes, opposite each piston 2|, crank arms24 between the outer ends of which extends a. crank pin 25, and eachpiston has operatively mounted therein in a usual manner for high speedengines a wrist pin 26, and each crank pin 25 is operatively connectedwith the wrist pin 20 of the opposed piston by a connecting rod 21.

It is to be particularly noted that the crank shaft 23, the connectingrods 21, the wrist pins 26, and the pistons 2| are not, only operativelyassociated with each other as aforesaid in a usual manner for high speedengines, but are each of the size, proportion, and minimum weight,

characteristic of such parts for high speed enthe intake ports of eachcylinder head connectgines. ing at their outer endswith an intakemanifold Each cylinder head I 3 includes a normally 54, and each intakemanifold 54 communicatingly lower wall 28 which is providedfor eachcylinconnecting as by means of an elbow 55 prefer- 5 der covered therebywith a preferably flat norably with an air cleaner 56. 5 mally lowersurface 29 extending transversely Each exhaust valve seat orifice 34communiacross the upper end of the bore 20 of the-parcatingly connectswith one end of an exhaust ticular cylinder. portor passageway 51, theexhaust ports 51 be- A usual gasket 30 is interposed in a usual maningformed in the walls of the cylinder heads I3 ner between the normallylower wall 28 of each and the exhaust ports of each cylinder head ter-10 of the cylinder heads l3, and the normally upminating at their outerends in a connector flange per wall l5 of the cylinder block portion I2.w e eby t e au ports y be C As illustrated, the engine l0 is avalve-in-head catingly connected with an exhaust manifold, engine, andaccordingly each normally lower wall as shown.

2a of the cylinder heads I3 has formed therein he en ine. I isfurthermore v d with 15 above the normally upper end of the bore of u tc l g e s a d. lubricating means, each cylinder covered thereby, an airintake certain of the.component parts of which are valve seat orifice 33and anexhaust valve seat shown in the drawings, b t wh ch need not beorifice 34, and each of the valve seat orifices has described in detailin connection with the pres- 20 a valve seat formed therein. entimprovements. 20

A valve 35 operatively associated with each In the engine ID, a chamberCv is formed withvalve seat orifice 33, anda valve 35' is operatively int bore 20 of each Cylinder d between associated with each valve seatorifice 34, and a normally top or end fiat circular face 62 of each ofthe valves includes a valve head 36 fitthe p sto 2| Operating Withinparticular ting in its respective seat, and a valve stem 31 bore 29 andthe opp e fiat Circular normally 25 extending upwardly from the head.lower surface or face 29 of the normally lower The cylinder heads [3have mounted therein cylinder head wall 28 covering the particular valvestem guide tubes 38, one for each valve bore-20. stem 31, and each valvehead 36 is normally Each of the chambers Cv by reason of the re- 3maintained in its seat by usual means such as a ciprocati n f th p s onforming one Wall of t set of compression springs 39, one end of whichsame may be termed a varying volume chamreacts against a spring seat 40formed about each ber, and in the engine 0, at 09 dead center, thatvalve stem guide tube 38 in the cylinder heads is, when the end face 62of each piston 2| has .1 I3, and the other ,end of which reacts against3. reached its position of maximum travel y flanged washer 41 secured ina usual manner at' from the crank shaft 23, there is only mechani: 35the upper end of the particular valve stem 31. cal clearance between theend face 62 of the pis- Rocker arm means indicated generally at 42 tonand the opposite fiat cylinder ead inne are operatively associated withthe valves, and face 29. include rocker arm shafts 43, one of which isWalls of the engine form constant volume mounted in the topof eachcylinder head l3. chambers, one for each cylinder. Each constant 40 Therocker arm means furthermore includes volume chamber Ce is locatedclosely adjacent for each cylinder a rocker member 44 for the air to andentirely at the side of the corresponding intake valve for theparticular cylinder, and a, varying volume, chamber Cv; and between eachrock-er member 44' for the exhaust valve for the constant volume chamberCc/ and its cylinder,

45 particular cylinder, and each of the rocker memwalls of the engineform a passageway P com- 45 bers includes a valve stem actuating arm 45exmunicatingly connecting at one end with the partending from one sideof its rocker arm shaft ticular constant volume chamber Ce and at the 43above and in operative association with the other end with the cylinderbore of the adjacent upper end of its particular valve stem, andlikevarying volume chamber Cv.

wise each rocker member; includes a push rod Each constantvolume chamberCc is formed 50 actuated .arm 46 extending from its side of the withacurved inner surface 10 which is symmetrocker arm shaft 43. -rical aboutan axis extending through the cen- A cam shaft 41 is operatively mountedin a ter II, of the constant volume chamber and at usual manner in thecrank case portion II at one right angles or normal to the plane passingside of the crank shaft 23, and the cam shaft through the center II ofthe constant volume 55 is driven in a usual manner by the crank shaftchamber and the longitudinal axis I2 of the bore as by means of gearinglocated within the gear of the adjacent cylinder. housing, not shown;provided at one end of the As illustrated, the curved inner face 10 ofeach crank case. constant volume chamber Ce is preferably spher- A cam49 is provided on the cam shaft 41 109.1; g

for each valve, and between each cam 49 and its Each passageway Pconnecting a particular opposed push rod actuated arm 46 there isopconstant volume chamber Ce with the, adjacent eratively mounted a pushrod indicated generally I varying volume chamber Cv is provided with anby 50, each push rod 50 being slidably mounted inner face I3 which islaterally continuous with 5 in push rod guide bearing means indicatedgenthe preferably flat inner cylinder head face 29 erally by 5| andlocated in the crank case porof the adjacent varying volume chamber Cv,and tion II, and the lower end of each push rod each laterallycontinuous passageway face 13 is abuts against the cam surface of itscam 49, and tangential with the curved inner surface 10 "of the upperend of each push rod50 is provided the constant volume chamberCeconnected with 7 with a ball and socket connection 52 with its theadjacent varying volume chamber Cv by the push rod actuated arm 46.particular passageway P. I

Each air intake valve seat orifice 33 communi- The width 10 of eachpassageway P is prefercatingly connects with one end of an air intakeably as illustrated somewhat less than the diport or passageway 53, theintake ports 53 being ameter of the preferred spherical inner surface 7formed in the wallsof the cylinder heads l3; and III for each constantvolume chamber Ce, and the minimum height h of each passageway P ispreferably somewhat less than the radius of the preferred sphericalinner surface 10.

As illustrated each constant volume chamber Cc is formed in a socket 14provided in the upper end wall [5 of the cylinder block portion l2. Thebottom surface of each socket I4 is hemispherical and the top surface ofeach socket I4 is cylindric and tangential with the bottom hemisphericalsurface.

Preferably a removable liner shell 15 is locatedregistering with theannular upper end face 15 of the associated shell 15. The inner sur face16-3 of the ring member '|6-I is spherical and forms a continuation ofthe spherical inner surface 15-2 of the liner shell I5.

Also in the upper eylindric end of each socket 14, above the ring memberIS-I, a preferably removable top member 'l64 is located,and asillustrated each topmember Hi-4 is externally cylindric and its upperend extends beyond the normally top wall l5 of the cylinder blockportion I2 and into a cylindric recess 11 formed in the adjacentcylinder head lower wall 28.

In the normally lower face of each member 16--4 is formed a cavity 18which includes a spherical inner surface portion 18-4 comprisingcontinuations of the spherical'inner surface portions -of the associatedring member IS-l and the associated shell 15, the continuing andregistering inner spherical surfaces of all of which form the sphericalinner surface 10 of the particular constant volume chamber.

Each cavity 18 also includes a flat surface portion IS-I extendingtangentially from the spherical inner surface portion I8-| and oppositeside surfaces i92 and 19-3 converging with the sides of the fiattangential surface l8l,and

with the spherical surface portion |8l; the flat tangential surfaceI9--l, the opposite side surfaces i9-2 and 18-8 forming with the portionof the annular end face I6-5 of the intermediate ring member 16-!opposite the flat tangential surface 19l, the constant volume chamberend of the particular connecting passageway P.

The flat surface '|8l 'of each member 18-4 is thus the constant volumechamber end of the flat inner face 13 of the passageway P taken as awhole.

The remaining portions of each passageway P are formed by an extensionof the inner face 29 of the adjacent and connected varying volumechamber Cv, and by the side and bottom faces of a notch 88 formed in theupper end of the cylinder sleeve llof the particular chamber Cv and Y by.the side and bottom faces of a notch 8! the adjacent socket 14. l

The air intake-valve means heretofore described in general, comprisemeans operated in a usual manner'for introducing preferably atmospheric-plane of the air including gaseous oxygen, or in other words acombustion supporting medium; into each varying volume chamber Cv on theair intake stroke of the piston thereof; and the exhaust valve meansheretofore described. in general, provide means for exhausting eachvarying volume chamber Cv during the exhaust stroke of the pistonthereof.

Means are also provided for injecting the preferably liquid hydrocarbonfuel into each constant volume chamber Cc preferably during thecompression stroke of the associated piston, and as illustrated the fuelinjecting means includes for each constant volume chamber Co a pintlenozzle 82 each of which is operatively mounted in the cylinder blockportion l2, and the discharge end 83 of each of which extends into andterminates in-the constant volume chamber Cc, with which the particularnozzle is associated.

Each nozzle 82 is communicatingly connected in a usual manner by a tube84 with one of the discharge outlets 85 of a usual fuel supply anddistributing pump 86which is driven by'a shaft 81 connected in the usualmanner with the gearing contained in the gear housing of the engine, notshown. The pump 86 includes timed means injecting a charge of fuelduring the proper interval through each of the pipes 84 and the nozzle82 served thereby intothe particular constant volume chamber Cc withwhich the particular nozzle 82 is associated.

The pump 86 includes governing means which are controlled by a controlarm 88 which is in effect the throttle for the engine; and the pump 86is connected by a main fuel supply tube 88 in a usual manner with asource of the desired liquid fuel.

Each nozzle 82 is of usual construction, and is adapted to introduceinto the constant volume chamber Cc with which it is associated, anatomized conical spray 90 of fuel particles, the conical spray havingits origin 0 located between the inner face of the cylinder head and aplane ofdisplacement of the piston from the inner face of' the cylinderhead, that is, at the crank shaft side of the passageway P; and theorigin 0 of the spray is preferably located in the side of theinternally spherical constant volume chamber Cc opposite the passagewayP and the spray is preferably directed as illustrated sidewards andupwards towards the passageway P and towards the stant volume chamber Ccserved thereby.

The apex angle-82 of each conical spray and the angle of thelongitudinal axis 91 thereof with the plane of the associated flat innercylinder head face 29 may be and preferably are as set forth in my saidU. S. Letters Patent No. 1,960,093.

By constructing the constant volume chamber Cc each by the use of threeseparable and removable members, a shell 15, an intermediate ring IS-l,and a top member 16-4, a maximum internally spherical area is attainedfor the constant volume chamber formed thereby, and the parts are at thesame time adapted for relatively easy manufacture, as compared withmaking the constant chambers, each with two parts, as shown in my saidU. S. Letters Patent No. 1,960,093.

- Further according to the present improvements, when as illustrated theaxis 9| of each conical fuel spray is directed towards the passageway P,for minimizing and substantially eliminating "detonation or knock incertain sizes and speeds of the engine without substantially decreasingthe power thereof, each ring 16 l is provided with deflector means,preferably in the form of an upwardly extending tongue or lip 16-1 whichextends upwardly into the constant volume chamber opening of itsassociated passageway P, and the inner surface of each lip 161 is acontinuation of the internally spherical surface 16-3 of the ring member16-l and the area of each tongue or lip 16-1 is such as to interceptsuch part of the conical fuel spray injected into the particularconstant volume chamber Cc as may reach the tongue or lip 16-1, and thusprevent the injection of any solid unmixed fuel through the passageway Pinto the varying volume chamber Cv.

The area of each tongue or lip 161 is preferably as illustratedrelatively small as compared with the total area of the associatedpassageway P, the passageway opening above and about the sides of thelip or tongue.

The fact that ,the passageway P opens above and about the sides of thetongue or lip 16--1 permits the proper functioning of the preferablyrectangular passageway P in serving to cooperate with the piston inobtaining an increasing velocity and straight direction of the airflowing into the constant volume chamber Cc on the compression stroke ofthe piston, as the piston cuts off the cylinder end of the passageway P.

As aforesaid mechanical clearance only is preferably provided betweeneach flat piston end face 62 and the opposite flat inner cylinder headface 29 at the top dead center position of the piston, and the totalvolume of each constant volume chamber Cc and the associated passagewayP, which constitute the clearance volume of the particular cylinder, issmall relative to the maximum volume of the associated varying volumechamber Cv, so that the compression ratio of the engine may be high, forexample 14 to 1.

It is also preferred as aforesaid that the length of each passageway Pbe as short as possible,and as illustrated the length of each passagewayP is as short as the particular construction and arrangement of theengine I will permit.

In the operation of the engine In including the present improvements,the suction stroke of each piston draws intake air into the varyingvolume chamber Cv thereof, and the succeeding compression stroke of thepiston compresses the charge of air and forces it with very rapidlyincreasing pressure and velocity from the varying volume chamber Cvthrough the associated passageway P and into the associated constantvolume chamber Cc. As the piston moves across and substantiallytraverses the passageway P on its compression stroke, the opening of thepassageway P into the varying volume chamber Cv is rapidly reduced inarea, which still further increases the pressure and velocity of the airbeing forced through the passageway P into the associated constantvolume chamber Ce.

The fact that as aforesaid the passageway face 13 is an extension of theinner'flatface 29 of the varying volume chamber Cv, and is tangential tothe symmetrical and preferably spherical inner surface of the constantvolume chamber Cc, causes an unusually effective whirling of the airforced into the chamber Cc, the velocity of the whirl increasing as thepiston moves across the passageway P and approaches top dead center.

The fuel is sprayed in the manner above set forth across and towards thewhirling or revolving air in the combustion chamber Cc, and theresulting combustion is of the desired character, whereby the engineoperates at relatively high speeds and with relatively high meansindicated pressure.

The provision of one of the above described tongues or lips 161extending into the constant volume chamber opening of each passageway P,substantially eliminates detonation or knock without materiallydecreasing the power of the engine as compared with the power thereofwhen not provided with the lips or tongues 161.

It is to be noted that when the conical fuel spray 90 for any particularconstant volume chamber Cc strikes the limited area of the associatedlip 16i1 in the associated passageway P, towards which the spray isdirected from the side of the constant volume chamber and at an angle tothe tangential face of the passageway, there will be a deflection of aportion of the fuel spray above and about the sides of the lip 16-4so'that a portion of the fuel spray is impinged directly by the incomingair charge in and at the constant volume chamber end of the passagewayP.

This combined effect is such that the mixing of the fuel charge with theincoming air charge commences virtually at the constant volume chamberend of the passageway and continues through the entire motion of the aircharge in and through the constant volume chamber.

Forming each constant volunie chamber Cc and the constant volume chamberend of the passageway P therefor, by the above described three members15, 16-|, and 16-4, permits the attaining of a maximum inner sphericalarea for the constant volume chamber formed by the members, and theattainment of a passageway formed by continuous surfaces and having aheight less than the radius of the inner spherical surface and alsohaving its top face tangential ,with the inner spherical surface, andthe members 15, 16-l, and 16-4 being adapted for relatively easycommercial production.

In the particular engine illustrated in the drawings by way of exampleas embodying the present improvements, the upper part of each conicalfuel charge strikes the associated lip 161, and as aforesaid because ofthe clearance about the sides and end of the lip, a substantial part ofthe fuel charge is deflected into the passageway P at the sides of thelip, and each unit volume of air entering the particular side chamber Ccinitiates a mixing action with the fuel charge substantially at thejunction of the passageway with the side chamber, or in other wordsadjacent the sides of the lip.

There is a very short period of time during which the complete cycle ofmixing and combusv tion must take place, and the initiation of themixing action on each unit volume of air charge asit enters itsspherical side chamber, and the consequent attainment of a mixing actionthrough a maximum period or portion of the complete cycle of mixing andcombustion, is of great benefit in the attainment of the improved op- Iclaim:

1. In an internal combustion engine, a cylinder having a. bore extendingtherethrough, cylinder head means having an inner face extending across,one end of the cylinder bore, a piston operative for reciprocation inthe cylinder bore and forming with the cylinder bore and thecylinderhead means inner face a cylinder chamber, walls form- I ing amixing and combustion chamber adjacent and means for injecting fuelparticles into, the,

mixing and combustion chamber and against the deflector means. I

2. In an-internal combustion engine, a cylinder having a bore extendingtherethrough, a cylinder head having an inner face extending across oneend of the cylinder bore, a piston operative for reciprocation in thecylinder bore and forming with the cylinder bore and the cylinder headinner face a cylinder chamber, walls forming a mixing and combustionchamber adjacent the cylinder and a passageway extending and providing acommunication between the cylinder head end of the cylinder chamber andthe mixing and combustion chamber, means for introducing 9.

charge of combustion. supporting medium into the cylinder chamber, adeflector tongue located in the mixing and combustion chamber end of thepassageway, the deflector tongue extending into the'passageway and thepassageway opening around the sides and over the end of the deflectortongue, and means for injecting fuel particles into the mixing andcombustion chamber and against the deflector tongue.

3. In an internal combustion engine, a cylinder having a bore extendingtherethrough, a cylinder head having an inner face extending acrossoneend of the cylinder bore, a piston operative for reciprocation in thecylinder bore and forming with the cylinder bore and the cylinder headinner face a cylinder chamber, walls forming a mixing and combustionchamber adjacent the cylinder and a passageway extending and providing acommunication between the cylinder head end of the cylinder chamber andthe mixing and combustion chamber, means for introducing a charge ofcombustion supporting medium into the cylinder chamber, deflector meanslocated in the mixing and combustion chamber end of the passageway, thedeflector means extending into the passageway and the passageway openingOTIS D.

